Piper PA-25-235 accident near Pierce, Nebraska, July 18, 2017
On July 18, 2017 at about 6:30 pm local time, a 1965 Piper PA-25-235, registered N7388Z, was substantially damaged in an accident during maneuvering (low-alt flying) near Pierce, Nebraska. It was an aerial application (crop spraying) flight under agricultural flying rules (Part 137). 1 person was seriously injured. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
The pilot’s failure to maintain clearance from trees during a low-level agricultural aerial application flight.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- July 18, 2017 · about 6:30 pm local time
- Place
- Pierce, Nebraska · map
- Type
- Accident
- Injuries
- 1 person was seriously injured.
- Weather
- visual conditions (good weather)
- Aircraft
- Piper PA-25-235, built 1965 · all PA-25-235s on the register
- Registration
- N7388Z · no longer on the register · serial 25-3348
- Damage
- Substantial damage
- Flight
- Aerial application (crop spraying) flight · agricultural flying rules (Part 137)
The NTSB's narrative final · quoted from the NTSB record
The commercial pilot was conducting an agricultural aerial application flight. A witness stated that he observed the airplane as it started spraying chemical along the east side of a cornfield. The airplane made a turn at the north end of the field and then started a second pass heading south. When the airplane was about midway down the field, the witness observed blue smoke coming from the airplane for a distance of about 150 to 200 ft. (The airplane was equipped with a smoke marker, which produced blue smoke to aid in lining up spray runs and provide wind drift indications near the ground.) The witness estimated that the airplane's speed was about 100 mph at that time. The airplane then clipped a tree, which was about 30 to 40 ft in height, at the south end of the field; rolled inverted; and impacted terrain. This witness did not see the airplane crash because he lost sight of the airplane behind a line of trees. Two other witnesses stated that they had heard a "popping" noise before the airplane crashed. The first witness stated that he did not hear anything out of the ordinary, including the reported popping noise, but indicated that his all-terrain vehicle and its radio were operating at the time. A postaccident examination of the airplane wreckage found the airplane's right position light along with one-quarter of the right wingtip lying next to the base of the tree that was struck. The main wreckage was found about 360 ft from the tree. The damage to the airplane was consistent with a steep, nose-down attitude at the time of ground impact. The flight controls exhibited continuity from the cockpit to the control surfaces. The propeller blades exhibited "S" bending and chordwise scratching, which was consistent with the engine producing power at the time of impact. The pilot had flown 17.5 hours in the accident airplane before the accident occurred, which was also his total flight experience as an agricultural pilot.
The complete narrative as the NTSB published it. The NTSB's docket holds the report as a PDF and any photographs, statements and other documents from the investigation.
The factual record from the NTSB's investigation tables, in plain English
What happened, in order
- Low altitude operation/event during maneuvering (low-alt flying) defining event
- Collision with terrain or object (not controlled flight into terrain) during maneuvering (low-alt flying)
- Collision with terrain or object (not controlled flight into terrain) during uncontrolled descent
The NTSB's findings
- cause Personnel issues › Action/decision › Action › Incorrect action performance › Pilot
- cause Aircraft › Aircraft oper/perf/capability › Performance/control parameters › Altitude › Not attained/maintained
- cause Environmental issues › Physical environment › Object/animal/substance › Tree(s) › Effect on operation
- Personnel issues › Experience/knowledge › Experience/qualifications › Total experience in position › Pilot
Pilot
- Certificate: commercial pilot
- Ratings: single-engine land
- Flight time: 294 hours in all; 17.5 in this make and model; 17.5 in the last 90 days
- Medical certificate: Class 2 (without waivers/limitations)
- Seat: sngl
- Injury: serious injuries
The aircraft
- Airframe total time: 8,921 hours
- Last inspection: annual inspection, May 5, 2017
- Maximum gross weight: 2,299 lb
- Seats: 1
- Landing gear: fixed
- Engine: Lycoming O-540-A1A5 (piston); 1,011 hours total
The flight
- Departed from: 84Y Bloomfield NE at 6:00 pm
- Destination: 84Y Bloomfield NE
- Flight plan: none
Weather at the time
- Light: daylight
- Visibility: 10 statute miles
- Sky: broken clouds at 3,800 ft
- Temperature: 88°F (31°C), dew point 70°F (21°C)
- Altimeter: 30.00 inHg
- Observation at 6:56 pm from OFK, 18 miles away
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Flight crew | 1 |
Documents from the investigation the NTSB's docket: the evidence folder behind the report
3 documents, released by the NTSB on April 24, 2018. View them here, or download them; the NTSB redacts some personal details before release, and this site shows the NTSB's own titles rather than its file names.
| # | Document | What it is | |
|---|---|---|---|
| 1 | NTSB Record of Conversation | PDF, 1 page | View Download |
| 2 | Wreckage Release | PDF, 1 page | View Download |
| 3 | Investigation Photos | PDF, 12 pages | View Download |
The same docket at the NTSB · documents without a copy here are fetched from the NTSB when you open them.
Everything on this page comes from the NTSB's public records. The narrative, probable cause and findings are the NTSB's own words; the coded tables behind the report are written out in plain English, with pilots' ages, home towns and medical details left out. The documents and photographs are the NTSB's docket, shown as the NTSB released them. This site's own text never names anyone involved. A preliminary report can change; the final report usually follows one to two years later, and the page is refreshed when it does.